JP6067807B2 - Secondary accident prevention system and secondary accident prevention method - Google Patents

Description

  The present invention relates to an accident notification system for preventing a secondary collision at a traffic accident. More specifically, the present invention relates to a traffic accident in which a vehicle operation record is grasped in real time to determine whether or not an accident has occurred and notify nearby operators. The present invention relates to an accident notification system for preventing secondary collision accidents.

  The content described in this part merely provides background information for embodiments of the present invention and does not constitute prior art.

  As sensor functions have evolved and information processing through mobile communications has become possible, systems have been developed that communicate traffic conditions. The information to be transmitted at this time is only fragmentary information such as the operation amount and the operation speed, and the judgment on whether or not the accident is only possible by the technique of transmitting the accident facts to the surrounding drivers after the person makes the judgment. Have been commercialized.

  However, in this case, since it is impossible to determine whether a person has an accident or not based on the operation information of several thousand vehicles, it is generally limited to a level for transmitting individual accident reports. It was not possible to recognize and judge whether or not an accident occurred in real time. Since secondary accidents occur on highways during periods when accidents occur and surrounding vehicles cannot recognize the accident, there is a problem that secondary accidents cannot be effectively prevented with existing technology.

  Therefore, there is a need for a system that collects and determines information that can determine an accident from a vehicle.

  An object of the present invention is to provide a technique for preventing a secondary collision by determining whether an accident occurs in real time and notifying other drivers of accident information.

In accordance with one aspect of the present invention, a system for preventing secondary accidents is provided. The system includes a GPS navigation function, to monitor the operation status of the vehicle, via the communication network, and transmits the information of the driver state, the received information configured terminal to display on the screen If, replace the terminal information, based on information of the driving status received from the terminal, it has an algorithm for determining the occurrence of an accident, configured to notify the occurrence of an accident to the other terminal A server platform. The driving state information includes vehicle speed, vehicle position, and acceleration in three different directions of the vehicle, and the algorithm uses the X-axis (body axis direction), Y-axis (horizontal axis direction), and Z-axis (longitudinal). (Axial direction) Filter each acceleration measured on, sum the absolute value of the filtered acceleration , detect the occurrence of the impact based on the absolute value of the total acceleration, the occurrence of the impact is the occurrence of the accident Including instructions for determining whether or not the

Preferably, the algorithm further includes an instruction for determining that the accident has been canceled if the vehicle moves after the impact is detected.

In another aspect of the present invention, following a first vehicle accident using a server platform that communicates with a terminal provided in the vehicle that detects the occurrence of an impact based on acceleration information in three different directions of the vehicle . A method is provided for preventing secondary accidents. The method includes determining , by the server platform, whether the vehicle has stopped for a predetermined time based on the speed of the vehicle in response to detecting the occurrence of the impact , If it is determined that the vehicle has stopped for a certain time interval, the occurrence of an impact is determined. If it is determined that the vehicle has stopped for a certain time interval, it is compared with the vehicle in front of the vehicle. Checking the occurrence of an accident based on whether or not the vehicle behind the vehicle is traveling at a lower speed, and using a server platform to compare the vehicle behind the vehicle when the speed of the vehicle is traveling at a lower speed, and detecting that an accident has occurred, the server platform, when an accident is detected, close to the vehicle And a step of notifying the occurrence of an accident in the terminal provided in the vehicle. The step of detecting the occurrence of an impact is performed by filtering the respective accelerations measured on the X-axis (body axis direction), the Y-axis (horizontal axis direction), and the Z-axis (longitudinal axis direction) . The absolute values are summed, and the occurrence of an impact is detected based on the absolute value of the summed acceleration.

According to still another aspect of the present invention , filtering and filtering each acceleration measured on the X axis (body axis direction), Y axis (horizontal axis direction), and Z axis (longitudinal axis direction) of the primary vehicle. By means of a server platform that communicates with a terminal provided in the vehicle that detects the impact associated with the primary vehicle by summing the absolute values of the generated acceleration and using the summed absolute value of the acceleration to detect the impact, A method is provided for preventing a second accident involving a secondary vehicle following a first accident associated with a primary vehicle. The method, following the detection of an impact by the terminal, the server platform, the method comprising: based on the speed of the primary vehicle, determines whether the primary vehicle for a predetermined time interval is stopped, the server platform Accordingly, if the primary vehicle during a predetermined time interval after the impact is detected if stopped, detecting the occurrence of the first fault, as compared to the front of the vehicle of the primary vehicle and the secondary of the primary vehicle behind the Based on the determination of whether or not the vehicle travels at a lower speed, the stage of confirming the occurrence of the first accident, and the server platform, the first accident is determined by each terminal of the secondary vehicle and the preceding vehicle. And informing the machine .

  According to the present invention, the occurrence of an accident can be immediately analyzed, and the fact of the accident can be reported to surrounding vehicles to prevent a secondary accident.

It is a conceptual diagram of the secondary accident prevention system according to one Embodiment of this invention. It is a block diagram which shows each specific function of the accident prevention system block shown in FIG. 5 is an acceleration graph measured by an acceleration measurement sensor that provides information to a terminal according to an exemplary embodiment of the present invention. 6 is an acceleration total graph measured by an acceleration measurement sensor according to an embodiment of the present invention. It is an acceleration graph measured with the attitude | position of a vehicle with the acceleration measuring sensor according to one Embodiment of this invention. 4 is a velocity graph through GPS analysis according to an embodiment of the present invention. It is a measurement graph of the acceleration total at the time of the accident occurrence according to one Embodiment of this invention, and speed. It is the graph which analyzed the movement state using GPS speed information and position information according to one embodiment of the present invention. It is a graph of the triaxial acceleration total and the longitudinal acceleration at the time of the accident for the impact condition analysis according to one Embodiment of this invention. FIG. 3 is a flowchart of an accident determination algorithm according to an embodiment of the present invention. FIG. 5 is a flowchart illustrating an improved determination of a shadow section in an accident determination algorithm according to an embodiment of the present invention. 5 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. 5 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. 5 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. 5 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. 5 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. 5 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. 6 is an accident display screen of a terminal having an accident detection and notification function according to an exemplary embodiment of the present invention. 6 is an accident display screen of a terminal having an accident detection and notification function according to an exemplary embodiment of the present invention.

  Hereinafter, a detailed description will be given with reference to the accompanying drawings.

  In adding reference numerals to the components of each drawing, it should be noted that the same components are given the same reference numerals as much as possible even if they are shown on other drawings. . Further, in describing the present invention, when it is determined that a specific description of a related known configuration or function obscures the gist of the present invention, a detailed description thereof is omitted.

  In describing the components of the present invention, terms such as first, second, A, B, (a), and (b) can be used. Such terms are for distinguishing the constituent elements from other constituent elements, and the essence, turn order or order of the constituent elements are not limited by the terms. When a component is described as being “coupled”, “coupled”, or “connected” to another component, the component can be directly coupled or connected to other components, but each component It is to be understood that still other components can be “coupled”, “coupled”, or “connected” between the elements.

  FIG. 1 is a conceptual diagram of a secondary accident prevention system according to an embodiment of the present invention.

  When an accident occurs, the terminal attached to the accident vehicle 110 collects information necessary for the accident determination and transmits the information to the server platform 130 that performs the accident determination function through the communication network 120. The server platform 130 analyzes the information received according to the preset algorithm to determine whether or not an accident has occurred, and receives the traffic information from the traffic information providing system 140 to determine whether or not the accident has been determined. The route is searched in consideration, or accident information is provided to the insurance / accident handling cooperative 150, and information related to the accident is provided to the terminals of the surrounding vehicles 160. At this time, in the present embodiment, the surrounding vehicle 160 is depicted as having a terminal capable of exchanging information with the server platform in the same manner as the accident vehicle 110 that provides information when an accident occurs. The vehicle 110 may be a terminal having a function of only transmitting accident information to the server platform 130, and the surrounding vehicle 160 may only receive the data determined by the server platform 130 unilaterally. In addition, if the server platform 130 includes traffic information and the functions of the traffic information providing system 140 can be realized, the traffic information providing system 140 can be omitted. The insurance / accident handling linking entity 150 is only used in the embodiment and is not a component of the present invention, but may be included in the present embodiment depending on circumstances.

  FIG. 2 is a block diagram showing specific functions of each of the accident prevention system components shown in FIG. The terminal 200 is provided to the vehicle as a component of the accident prevention system. The terminal 200 is a terminal 200 that has various functions that the navigator should have, such as basic travel guidance and route guidance information, POI (Point of Interest) matching, UI control, communication interface, position, and camera control function. Yes, information about the external situation can be acquired through the acceleration sensor, GPS function and camera function, and sensor.

  The server platform 130 for exchanging information from the terminal 200 through the communication network is route search, accident information notification, route traffic condition change confirmation, user location sharing, additional POI provision, name / lot number / new address search, traffic information integration, traffic It has an information collection function, processes the information received from the terminal 200, and provides the accident status to the terminals around the accident terminal. The external linkage organization that exchanges information with the server platform 130 provides traffic situation information to be used on the server platform 130 and receives an accident situation, or a specific interest when an accident occurs. There may be an insurance company / accident handling affiliate.

  The technology specifically used in the above configuration is as shown in Table 1.

  The server platform 130 includes a communication type navigation function such as route search and guidance generation, has a function of analyzing information on the occurrence of an accident and transferring a notification to a user to prevent a secondary accident. Provides the user with the travel guidance information received from the server platform, and has the function of detecting the impact of the vehicle through the control of GPS, camera, sensor, etc. and recognizing the accident situation.

  Through the above technology, the technology that specifically realizes the function of collecting and judging information about the driver's movement status and accidents, confirming whether or not the accident has been handled, and notifying the information can be organized as shown in Table 2. .

  In the event of a traffic accident, the vehicle will eventually stop, so it is possible to confirm whether there is an impact, check again whether the vehicle has stopped, and determine whether it is a traffic accident. it can.

  The position, acceleration, and video information at the time of the accident are used as a method for confirming whether or not a traffic accident has occurred, and GPS, speed information, and road information are received as a method for detecting a stop and transferred to the server platform 130.

  If an accident occurs, the speed of the surrounding vehicles will decrease, and if the accident processing is completed, the speed of the surrounding vehicles will recover, so this will be analyzed to confirm the occurrence of the accident and the accident processing will be completed It can be determined whether or not.

  When an accident occurs or is canceled, a vehicle that passes the corresponding section is searched to notify the vehicle that passes the corresponding section of the accident information.

  FIG. 3 is an acceleration graph measured by an acceleration measurement sensor that provides information to a terminal according to an embodiment of the present invention. Since acceleration is a vector quantity, it is measured in one direction. Therefore, a sensor that measures in three directions is required. The acceleration measured by each sensor is analyzed based on the value passed through the high-pass filter. (A) is an X-axis graph in the vertical direction, (b) is a Z-axis graph in the front-rear direction, and (c) is a Y-axis graph in the horizontal direction. (D) is the acceleration total graph which added together the acceleration measured by the X-axis, the Y side, and the Z-axis using the high-pass filter. X (F), Z (F), and Y (F) are accelerations obtained by applying a high-pass filter to a graph measured with X, Z, and Y values, respectively.

  The graph of FIG. 3 is an example of acceleration measured in a sudden stop condition after traveling at a constant speed of 20 km, and the vertical and lateral accelerations are noises generated during constant speed operation, and are measured in the longitudinal direction. Acceleration change due to deceleration is measured only for acceleration. When the vehicle stops suddenly, the acceleration increases backward and then is decelerated to a constant acceleration. After the stop is completed, acceleration is temporarily generated forward by the reaction. On the graph in which a filter is applied to the acceleration graph, the average value is normalized to 0 as shown in (b), and a section with a large acceleration change is selectively extracted. This clearly shows the point of sudden deceleration and the point of reaction after stopping. The situation shown in FIG. 3 assumes acceleration generated in the front-rear direction, that is, a front and rear collision situation. When it hits on the side or in the diagonal direction, an impact appears on the Y axis or the Y axis and the Z axis. Therefore, the acceleration graph for determining whether or not an accident has occurred is determined using the acceleration total graph (d) obtained by adding the accelerations in the X, Y, and Z axis directions.

  FIG. 4 is an acceleration total graph measured by an acceleration measurement sensor according to an embodiment of the present invention. When the acceleration sum above the threshold value occurs abruptly as in (a), it can be determined that it is due to an impact. However, even if the acceleration total exceeds a certain level, if it occurs suddenly, it can be suspected of an accident. For example, in the case of an impact caused by road unevenness or an emergency stop, an acceleration is not an accident if the total acceleration occurs suddenly. As shown in (c), when the vehicle stops suddenly, the slow generated acceleration is measured low, so that it can be distinguished from the impact situation. As shown in (b), when the vehicle travels normally, a rapid change in acceleration is not measured.

  FIG. 5 is an acceleration graph measured by the attitude of the vehicle with the acceleration measurement sensor according to the embodiment of the present invention. X represents the vertical direction, Y represents the horizontal direction, and Z represents the longitudinal acceleration. (B) shows a normal posture, and since gravitational acceleration is measured only on the X axis, the rest has zero. However, when it is flipped over as in (a) (upside rollover), the gravitational acceleration is measured in the reverse direction on the X axis, and when it is flipped over to the side, the gravitational acceleration is not measured on the X axis. Gravity acceleration is measured on the axis. When it is rolled over to the left as shown in (c), acceleration is measured only on the Y axis. Therefore, it is possible to confirm whether or not the vehicle body is overturned by confirming the sensor for measuring the gravitational acceleration on each axis.

  FIG. 6 is a velocity graph by GPS analysis according to an embodiment of the present invention. When analyzing the speed and position change values of the GPS data, it is possible to determine the running, acceleration, deceleration, and stopped state. If you continue to stop on the highway, you can suspect an accident, but there are also cases where there is a shoulder stop, so it cannot be confirmed. Therefore, it is not possible to judge an accident by analyzing only whether the vehicle has stopped. Only when a section with a speed of 0 occurs immediately after the accident judged in FIGS. It is judged. Although the speed continuously changes on the graph, the speed is measured at a constant speed in the shaded section displayed as the section where the speed is zero. It can be determined that the section where the speed is 0 has stopped, but when traveling through a tunnel or the like, the speed cannot be measured, and therefore, an erroneous determination is made as a case where it is determined that the operation is a constant speed operation as a shaded section and stops.

  FIG. 7 is a measurement graph of acceleration total and speed when an accident occurs according to an embodiment of the present invention. As described with reference to FIG. 6, it is determined whether or not an impact has occurred through the acceleration total. If the vehicle continues to be stopped, it is determined as an “accident”. In this case, the time for judging an accident is long, and a short section secondary collision cannot be prevented. Immediately after the impact, if the speed decreases to 0, an 'accident suspicion' warning can be immediately transmitted only to an approaching terminal within a few kilometers behind. When an accident occurs in a shaded area such as a tunnel, the acceleration is measured, but the speed cannot be measured, so the accident cannot be determined. Therefore, when an impact is detected in the shaded section, it is determined whether or not the vehicle has stopped based on acceleration, moving state, and the like. Judging from the server platform, secondary judgment is performed in consideration of local traffic changes. From (a), it was measured that the “impact” generation point indicated by a dotted circle was used as a base point, and (b) that the speed was suddenly decreased and changed to the “stop” state.

  FIG. 8 is a graph obtained by analyzing a moving state using GPS speed information and position information according to an embodiment of the present invention. The speed of (a) is monitored to classify the stop state, and the acceleration graph of (b) is extracted through speed analysis. At this time, since the acceleration reacts excessively sensitively to the local change in speed, a graph (c) obtained by flattening the acceleration through a filter or the like is obtained. A graph (d) is obtained in which acceleration and deceleration states are extracted by a velocity graph for acceleration exceeding the critical region. Through this, the traveling state of the vehicle can be specifically acquired. In the shaded section where the speed information cannot be determined, the change in the position is monitored, the stop and moving states are extracted, and the secondary determination is performed.

  Analyze road conditions using route information and traffic information provided by navigation clients. At this time, the route information is analyzed to extract road information (TG area, IC area, JC area, rest area, road) and the like, and the traffic information is analyzed to extract the traffic state (stagnation, delay, smooth). .

  The traffic information data for road condition analysis must be provided from a separate traffic information provider, and can be used since the road public corporation currently provides traffic information.

  By comparing the stop and movement state information extracted in FIG. 8 with the road information and the traffic state, the type of the stop state can be determined as shown in Table 3. <Table 3> is a state display representing a case where it is determined that the vehicle is stopped.

  FIG. 9 is a graph of triaxial acceleration total and longitudinal acceleration during an accident for impact state analysis according to an embodiment of the present invention. (A) is an acceleration total graph, (b) is a longitudinal acceleration graph of the Z axis. The acceleration sensor uses a triaxial (X, Y, Z) sensor. A high-pass filter is applied to these acceleration measurement values to remove noise included in the measurement values, and these absolute values are added to obtain a three-axis acceleration total graph. In (a), the acceleration at the time of collision indicated as 920, which is the region where the total acceleration exceeds the threshold value, and the reaction acceleration time point indicated as 920 are determined as the 'impact' state. The direction of impact (Y axis, Z axis: front, back, left, and right) is extracted by analyzing the measured values of each axis. In (b), the acceleration at the time of collision indicated as 930 and the reaction acceleration indicated as 940 are extracted. At this time, in the case of an impact in the X-axis direction (up and down), it is determined that the impact is due to unevenness, and the state is changed to a “normal” state.

  FIG. 10 is a flowchart of an accident determination algorithm according to an embodiment of the present invention. As shown in FIG. 1, the present algorithm is generally used in the determination process on the server platform, but is not limited thereto. As described above, it is only necessary to determine whether or not there is an accident based on the acceleration, speed, and position information collected at each terminal and to transmit it to other terminals. Therefore, each terminal is provided with a judgment circuit to which the part relating to the accident judgment of the algorithm is applied, and even if only the accident confirmation and notification are processed by the server platform, it should not be interpreted as falling within the scope of rights of the present invention. I must. Since this algorithm is an accident determination algorithm, the impact determination result described in FIG. 9 and the determination result regarding the running state described in FIG. 8 are used.

  The first accident state will remain 'normal'. At this time, the normal state is a traveling state or a stopped state.

  If the result of the impact determination using the acceleration and the speed is the 'impact' state, the state is changed to the 'accident occurrence' state (S1010). At this time, the corresponding information can be reported to a terminal within a few kilometers behind, based on the traveling direction of the corresponding terminal.

  When the driving state is changed to the “stop” state within a predetermined time in the “accident occurrence” state (S1010), the state is changed to the “accident occurrence determination” state (S1020).

  When changing to the accident occurrence determination state, the driving state is monitored, and when the driving state is changed from 'stop' to 'traveling', the accident state is changed to 'normal' state.

  When maintaining the 'accident occurrence determination' state (S1020) for a predetermined time or more, the accident analysis system is notified of the occurrence of the accident.

  When an accident occurrence decision determination is received from the accident analysis system, the state is changed to an “accident occurrence confirmed” state (S1040). At this time, the accident analysis system is located behind the traffic information data provided by the traffic information provider (currently the traffic information of the road public corporation) A system that can analyze accidents based on whether or not the terminal that has been operated travels at a much lower speed than the terminal located in front of it, and other accident report information, and informs the peripheral terminals whether or not it is an accident. is there.

  In the case of “Confirmed occurrence of accident”, the driving state is monitored, and when the driving state is changed to the “Running” state among the confirmed occurrences of the accident, the accident analysis system is notified of the accident cancellation (S1050) and the normal state Convert to That is, it is confirmed whether or not the state of “accident occurrence determination” in which the vehicle is stopped is continuously switched to the “travel” state.

  FIG. 11 is a flowchart showing an improved determination of the shadow section in the accident determination algorithm according to the embodiment of the present invention. As described with reference to FIG. 10, when an impact occurs, it becomes a 'accident occurrence' step (S 1110), and when it is not converted to a stop, it is confirmed whether it is a shadow section like a tunnel. It is also determined whether or not the vehicle has stopped based on the position variation and the total acceleration measurement. Finally, when it is determined that the vehicle is stopped, an “accident occurrence determination” step (S1120) is performed. When the vehicle is stopped for a predetermined time or longer, an “accident occurrence notification” step (S1130) for reporting the occurrence of the accident to the accident analysis system. ) If the result of the analysis by the accident analysis system is confirmed as an accident, it becomes the “accident occurrence confirmation” step (S1140), and it is continuously determined whether or not it is converted to driving. It is a notification of cancellation 'step (S1150) to notify the accident analysis system of the cancellation of the accident.

  FIG. 12 is a terminal display screen of an accident detection and notification function according to an embodiment of the present invention. The present embodiment is embodied in a form in which a position such as a rest area, which is a POI function of general navigation, is displayed, and speed, position, and road information are displayed. The state of the vehicle is displayed based on the provided traffic information, whether or not to travel, and the state determined based on the impact determination. The state shown in the drawing is only a part of the driving state classified in <Table 3> and the suspicious accident state analyzed by acceleration. A display such as (branch point) 'is also possible.

  FIG. 13 is an accident display screen of an accident detection and notification function terminal according to an embodiment of the present invention. If an impact occurs on the algorithm and the accident is confirmed, the fact of the accident is transmitted to the vehicle located behind the traveling direction of the accident vehicle. As shown in the drawing, the details of the determined accident, the time of occurrence, and the location of the accident are transmitted based on the algorithm, and through this, a secondary accident with an accident vehicle located on the traveling path can be prevented and the vehicle is stagnant. Whether or not it can be predicted.

  The above description is merely illustrative of the technical idea of the present invention. If the person has ordinary knowledge in the technical field to which the present invention belongs, the essential characteristics of the present invention are described. Various modifications and variations are possible without departing from the scope. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but are for explanation. Therefore, the scope of the technical idea of the present invention is limited by such an embodiment. It is not something. The protection scope of the present invention should be construed in accordance with the claims, and all technical ideas within the equivalent scope should be construed as being included in the scope of the right of the present invention.

110 Accident vehicle 120 Communication network 130 Server platform 140 Insurance, route transmission communication network 150 Peripheral vehicle 910 Acceleration at collision 920 Acceleration at reaction 930 Acceleration at collision 940 Acceleration at reaction

Claims (11)

Has a GPS navigation function, to monitor the operation status of the vehicle, via the communication network, it transmits information of the operating state, and configured terminal to display the received information on the screen,
Replace the terminal and the information, based on the information of the operating state received from the terminal, it has an algorithm for determining the occurrence of an accident, to notify the occurrence of the accident to another terminal A server platform configured with
With
The driving state information includes the speed of the vehicle, the position of the vehicle, and acceleration in three different directions of the vehicle,
The algorithm filters the respective accelerations measured on the X axis (body axis direction), Y axis (horizontal axis direction), and Z axis (longitudinal axis direction), and sums the absolute values of the filtered accelerations. And a secondary accident characterized in that it includes instructions for detecting the occurrence of an impact based on the absolute value of the total acceleration and determining whether the occurrence of the impact is caused by the occurrence of the accident. Prevent system.   The system according to claim 1, wherein the algorithm further includes an instruction for determining that the accident has been canceled if the vehicle moves after the impact is detected. The system according to claim 1, wherein the algorithm further includes an instruction to change the state of the vehicle to a normal state if the direction of the impact is along the X axis. The algorithm, the vehicle is determined whether there are any shadow area outside GPS visibility, by referring to the acceleration of the vehicle, without a though speed is exactly zero of the vehicle, the vehicle The system of claim 1, further comprising instructions for determining whether or not it is effectively stopped.   The system of claim 1, wherein the algorithm further includes instructions for detecting rollover of the vehicle by measuring gravitational acceleration along the X, Y, and Z axes. Using a server platform that communicates with a terminal provided in the vehicle that detects the occurrence of an impact based on acceleration information in three different directions of the vehicle, to prevent secondary accidents following the first accident of the vehicle A method for
Determining, by the server platform, whether the vehicle has stopped for a predetermined time based on the speed of the vehicle in response to detecting the occurrence of the impact;
When the server platform determines that the vehicle has stopped for a certain time interval, determines the occurrence of an accident , and if the vehicle determines that the vehicle has stopped for a certain time interval, Confirming the occurrence of the accident based on determining whether the vehicle behind the vehicle travels at a lower speed than the vehicle ahead of the vehicle; and
Detecting by the server platform that the accident has occurred when a vehicle behind the vehicle travels at a lower speed than a vehicle ahead of the vehicle;
When the server platform detects the accident, notifying the terminal provided in a vehicle near the vehicle of the occurrence of the accident;
With
The step of detecting the occurrence of the impact is performed by filtering respective accelerations measured on the X axis (body axis direction), the Y axis (horizontal axis direction), and the Z axis (longitudinal axis direction). how to sum the absolute value of the acceleration, based on the absolute value of the total acceleration, to detect the occurrence of an impact, characterized in that.   The method according to claim 6, further comprising: determining that the accident has been released if the vehicle has moved after detecting the occurrence of the impact. Determining whether the vehicle is stopped,
Determining whether the vehicle is present in a shaded area outside the GPS field of view;
By referring to the acceleration of the vehicle, without a though speed is exactly zero of the vehicle, and determining whether the vehicle is stopped effectively,
The method of claim 6, comprising:   The method of claim 6, further comprising detecting rollover of the vehicle by measuring gravitational acceleration along each of the X, Y, and Z axes. Filter the respective accelerations measured on the X-axis (body axis direction), Y-axis (horizontal axis direction), and Z-axis (longitudinal axis direction) of the primary vehicle, and sum the absolute values of the filtered accelerations. Using the absolute value of the total acceleration to detect an impact, a server platform communicating with the primary vehicle detects a shock associated with the primary vehicle, and a server platform communicating with the primary vehicle A method for preventing a second accident relating to a secondary vehicle following an accident,
Following the detection of the impact by the terminal , the server platform determines whether the primary vehicle is stopped during a predetermined time interval based on the speed of the primary vehicle;
If the primary vehicle is stopped during a predetermined time interval after the impact is detected by the server platform, the occurrence of the first accident is detected and compared to a vehicle in front of the primary vehicle, Checking the occurrence of the first accident based on a determination as to whether or not the secondary vehicle behind the primary vehicle travels at a lower speed ;
Notifying the terminal of each of the secondary vehicle and the preceding vehicle of the first accident by the server platform ;
A method comprising: The method of claim 10 , further comprising detecting that the first accident has been released when the primary vehicle moves after detecting the impact.

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